US8915464B2 - Fast, long-range aircraft - Google Patents

Fast, long-range aircraft Download PDF

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Publication number
US8915464B2
US8915464B2 US13/592,772 US201213592772A US8915464B2 US 8915464 B2 US8915464 B2 US 8915464B2 US 201213592772 A US201213592772 A US 201213592772A US 8915464 B2 US8915464 B2 US 8915464B2
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United States
Prior art keywords
aircraft
propulsion member
engine
main
power plant
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Expired - Fee Related, expires
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US13/592,772
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English (en)
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US20140034774A1 (en
Inventor
Jean-Jacques Ferrier
Paul Eglin
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Airbus Helicopters SAS
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Airbus Helicopters SAS
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Assigned to EUROCOPTER reassignment EUROCOPTER ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: EGLIN, PAUL, FERRIER, JEAN-JACQUES
Publication of US20140034774A1 publication Critical patent/US20140034774A1/en
Assigned to AIRBUS HELICOPTERS reassignment AIRBUS HELICOPTERS CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: EUROCOPTER
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors

Definitions

  • the present invention relates to a long-range aircraft having a high forward speed in cruising flight.
  • This advanced rotorcraft concept seeks to combine at reasonable cost the effectiveness in vertical flight of a conventional helicopter with the high travel speed performance made possible by using propulsion propellers and installing modern engines.
  • rotorcraft designates any aircraft in which lift is provided in full or in part by at least one rotary wing.
  • the rotary wing usually comprises at least one rotor of large diameter and of axis that is substantially vertical while the aircraft is standing on the ground.
  • the rotorcraft category includes several distinct types of aircraft.
  • the helicopter having at least one main rotor that is driven by a suitable power plant and that provides both lift and propulsion.
  • a helicopter may have two lift rotors providing it with lift and propulsion. These two rotors may be arranged one behind the other along the longitudinal axis of said rotorcraft: the aircraft is then referred to as a tandem-rotor rotorcraft.
  • the first and second lift rotors are generally contrarotating so that the yaw torque generated in one direction by the first rotor is greatly reduced or even eliminated by the yaw torque generated in the opposite direction by the second rotor.
  • the combined effect of the yaw torque from both rotors thus enables the rotorcraft to be stabilized relative to its yaw axis in straight-line flight, without wind.
  • autogyro which is a rotorcraft in which the rotor does not receive power, but provides lift by rotating in autorotation under the effect of the forward speed of the aircraft.
  • gyrodyne which is a rotorcraft intermediate between the helicopter and the autogyro, in which the rotor provides only lift.
  • the rotor is normally driven by a power plant during stages of takeoff, hovering flight, vertical flight, and landing, like a helicopter.
  • a gyrodyne also has an additional propulsion system that is essentially different from the rotor assembly. In forward flight, the rotor continues to provide lift, but only in autorotation mode, i.e. without power being transmitted to said rotor.
  • the convertible rotorcraft constitutes another particular rotorcraft formula. This term covers all rotorcraft that change configuration while in flight: takeoff and landing in a helicopter configuration, cruising flight in an airplane configuration, with two rotors being tilted through about 90 degrees, for example, in order to act as propellers.
  • the helicopter is the simplest, and as such it has become the most common in spite of the fact that the maximum forward speed of a helicopter is about 300 kilometers per hour (km/h), which is small, and less than the speed that can be envisaged with formulae of the compound or convertible types, given that they are technically more complex and more expensive.
  • a hybrid helicopter has a fuselage and a main rotor for driving blades in rotation under power from at least one engine, advantageously two turbine engines arranged on top of the fuselage on either side of the longitudinal plane of symmetry of the aircraft.
  • the hybrid helicopter is also provided with a wing and with at least one propulsion propeller.
  • the hybrid helicopter is fitted with an integrated drive train that comprises not only the engine, the rotor, and the propeller, but also a mechanical system interconnecting those elements.
  • the hybrid helicopter is remarkable in that the speeds of rotation of the engine outlets, of the rotor, of the propeller, and of the mechanical interconnection system are mutually proportional, with the proportionality ratio being constant regardless of the flying configuration of the hybrid helicopter under normal conditions of operation of the integrated drive train.
  • the rotor is always driven in rotation by the engine and always develops lift regardless of the configuration of the hybrid helicopter, both in forward flight and in hovering flight.
  • the hybrid helicopter is thus neither an autogyro, nor a gyrodyne, nor a compound rotorcraft, but is a novel type of rotorcraft.
  • the hybrid helicopter enables missions to be carried out during long periods of time in vertical flight, enables cruising flight to be performed at high speed, and also makes it possible to cover long ranges, while nevertheless being capable of performing hovering flight and taking off vertically.
  • Document GB 1 120 658 describes an aircraft having two rotors in tandem and engines capable of providing thrust by delivering power simultaneously on an outlet shaft.
  • Each engine forms part of an engine-propulsion group including a low pressure turbine setting a propeller into rotation. Furthermore, each engine includes a free turbine either for driving the two rotors in tandem, or else for contributing to driving the propeller of the engine-propulsion group via clutches.
  • An object of the present invention is thus to propose a tandem-rotor aircraft presenting long range and high forward speed in cruising flight.
  • a long-range and high-speed aircraft comprises:
  • a fuselage extending longitudinally in an anteroposterior plane of symmetry from a rear portion to a front portion, passing via a central portion, the center of gravity of the aircraft being situated in the central portion;
  • a rotary wing having two contrarotating main rotors arranged in tandem above said fuselage, a front main rotor being carried by the front portion and a rear main rotor being carried by the rear portion;
  • a power plant for delivering power to the main rotors and to each propulsion member.
  • central portion designates a segment of the aircraft including its center of gravity
  • front portion designates a segment of the aircraft starting from the nose of the aircraft to join the central portion and carrying the front main rotor
  • rear portion designates a segment of the aircraft starting from the rear end of the aircraft to join the central portion, and carrying the rear main rotor.
  • the term “power plant for delivering power to the main rotors and to each propulsion member” designates a power plant generating the rotation of the main rotors and generating thrust by means of the propulsion member.
  • the term “above” refers to the positions of the members concerned when the aircraft is standing on the ground.
  • the aircraft includes means for controlling the collective pitch of the blades of the main rotors, such as conventional control means.
  • the two main rotors are arranged above the fuselage.
  • each propulsion member is carried by the rear portion
  • the aircraft includes an interconnection system providing a permanent connection between the power plant and said rotary wing, except in the event of a failure or during training;
  • the aircraft comprises differential control means for controlling the cyclic pitch of the blades of the main rotors to control the aircraft in yaw;
  • inhibition means for inhibiting each propulsion member.
  • This combination makes it possible to obtain a long-range aircraft capable of flying at high speed that presents optimum safety and generates limited sound nuisance.
  • the main rotors are always driven by the power plant, except in the event of a failure or of a failure being simulated for training purposes. Nevertheless, in fast forward flight, the main rotors contribute essentially to providing the aircraft with lift, while propulsion is provided essentially by at least one propulsion member.
  • each propulsion member has the sole function of contributing to propelling the aircraft, and not of contributing controlling the aircraft in yaw.
  • the inhibition means serve to stop each propulsion member, e.g. at the request of a pilot.
  • Each propulsion member therefore does not perform a function that is critical and it may therefore easily be optimized insofar as each propulsion member has only the function of propelling the aircraft during certain stages of flight. It can be understood that it is easier to develop a propulsion member that is dedicated to propulsion than a propulsion member that must also, for example, contributing to controlling the aircraft in yaw.
  • the inhibition means may inhibit the operation of each propulsion member, the main rotor sufficing for controlling the aircraft in yaw.
  • the inhibition means are capable of inhibiting the operation of each propulsion member on the ground, since no propulsion member is needed for maneuvering on the ground. This produces significant advantages.
  • each propulsion member is arranged in the rear portion of the aircraft.
  • This arrangement also makes it possible to use a winch placed above a side door and arranged in the central portion, for example.
  • the inhibition means may comprise:
  • a first device for minimizing the power consumed by the propulsion member such as a device having the function of adjusting the angle of incidence of the blades of a propeller propulsion member so as to have a zero pitch, in particular during hovering flight;
  • a second device serving in particular to stop the propulsion member, in particular on the ground, without that also causing the rotary wing to stop.
  • the synergy of the means used gives the aircraft specifically the ability to perform missions at sea, it being possible for the aircraft to travel long distances in reasonable time and also to land on a small area while generating minimum nuisance.
  • the architecture of the aircraft is also relatively simple and reliable from a safety point of view.
  • the aircraft may also include one or more of the following additional characteristics.
  • the power plant may comprise an engine-propulsion member including an engine and a propulsion member.
  • the engine may exhaust gas that serves firstly to drive a shaft connected to the interconnection system and secondly to be ejected via the propulsion member in order to contribute to propulsion.
  • the engine may eject gas that drives a shaft connected firstly to the interconnection system and secondly to a propeller propulsion member.
  • the engine may include a working shaft driving firstly the interconnection system and secondly a propeller of said engine-propulsion member, the propeller representing a propulsion member of the aircraft.
  • the aircraft includes at least two propulsion members arranged transversely on either side of said fuselage.
  • the aircraft may then have a “port” propulsion member fastened to a “port” side of the rear portion and a “starboard” propulsion member fastened to a “starboard” side of the rear portion.
  • the aircraft may include a propulsion member arranged in the anteroposterior plane of symmetry of the aircraft.
  • At least one propulsion member may be a propeller member.
  • the propeller member may be ducted, in particular for the purpose of improving safety for ground personnel.
  • the aircraft may include regulation means for regulating a speed of rotation of the main rotors in order to maintain the speed of rotation of each main rotor equal to a first speed of rotation up to a first on-path air speed of said aircraft, and then to reduce the speed of rotation progressively in application of a relationship as a function of the on-path air speed of said hybrid helicopter, such as a linear relationship, for example.
  • Another advantage of the invention stems from the fact that the speed of rotation of each main rotor is equal to a first speed of rotation ⁇ 1 up to a first on-path air speed V1, and is then reduced, preferably progressively, in application of a linear relationship as a function of the forward speed of the aircraft.
  • the speed of rotation of the main rotors is reduced progressively down to a second speed of rotation ⁇ 2 corresponding to a second on-path air speed V2 that is the maximum speed of the aircraft.
  • the central portion may include a stationary wing, e.g. in register with the center of gravity.
  • the aircraft may include a wing that provides all additional lift in cruising flight in order to compensate for potential loss of lift from the main rotors caused by reducing their speeds of rotation ⁇ 1, ⁇ 2.
  • the wing may be made up of two half-wings, each half-wing extending on a respective side of the fuselage.
  • the half-wings may together constitute a high wing, and may possibly present a dihedral angle. Nevertheless, they may also constitute a low wing, or a mid wing.
  • the wing may include control means of the aircraft, such as control surfaces and/or flaps, for example.
  • control means it is possible to use these control means to control the pitching or roll angle of the high-speed aircraft, with the main rotors then contributing solely to providing the aircraft with lift.
  • the control means also make it possible to control the distribution of lift between the fixed wing and the rotary wing, and to reduce the interactions between the rotary wing and the fixed wing.
  • the rear main rotor is optionally above the front main rotor.
  • the rear main rotor rotates in a first lift plane above a second lift plane in which the front main rotor rotates.
  • FIG. 1 is a plan view of the aircraft
  • FIG. 2 is a front view of the aircraft
  • FIG. 3 is a side view of the aircraft.
  • the first direction X is said to be “longitudinal”.
  • the term “longitudinal” relates to any direction parallel to the first direction X.
  • the second direction Y is said to be “transverse”.
  • the term “transverse” relates to any direction parallel to the second direction Y.
  • the third direction Z is said to be “in elevation”.
  • the term “in elevation” relates to any direction parallel to the third direction Z.
  • FIG. 1 shows a long-range aircraft 1 having a fuselage 2 .
  • the fuselage 2 extends longitudinally along an anteroposterior plane of symmetry P 1 from a rear portion 3 to a front portion 5 , passing via a central portion 4 in which the center of gravity Cg of the aircraft is located.
  • the fuselage 2 extends transversely from a first side 6 referred to for convenience as “port” to a second side 7 referred to as “starboard”.
  • the fuselage 2 extends in elevation from a bottom portion 8 to a top portion 9 above the bottom portion 8 .
  • the aircraft 1 has a rotary wing 10 .
  • the rotary wing 10 is made up of two contrarotating main rotors 12 .
  • the rotary wing may be referred to as a “set of rotary wings” insofar as it comprises two main rotors 12 .
  • the rotary wing 10 includes a rear main rotor 13 carried by the rear portion 3 , and a front main rotor 15 carried by the front portion 5 , the rear main rotor 13 and the front main rotor 15 being located above the top portion 9 of the fuselage 2 .
  • the fairings of the rear portion are preferably shaped so as to obtain a yaw stabilization effect.
  • the rear main rotor 13 rotates in a first lift plane P 2 that is higher than a second lift plane P 3 in which the front main rotor 15 rotates.
  • lift plane is used to designate the plane containing the blades of the associated main rotor 13 when the flapping movements of those blades are zero, and in the absence of any cyclic pitch.
  • the aircraft 1 includes in particular differential control means 50 for controlling the cyclic pitch of the blades of the main rotors in order to control the aircraft in yaw.
  • differential control means may include rudder pedals or the equivalent acting via conventional means on the cyclic pitch of the blades.
  • the rear portion 4 of the aircraft carries at least one propulsion member 20 contributing to propelling the aircraft 1 .
  • the aircraft has two propulsion members 21 and 22 arranged transversely on either side of said fuselage 2 .
  • a first propulsion member 21 is on the first side 6 of the aircraft, while a second propulsion member 22 is on the second side 7 .
  • the aircraft may include a propulsion member 23 arranged in an anteroposterior plane of symmetry P 1 of the aircraft, shown using dotted lines in FIG. 1 only.
  • At least one propulsion member 20 may also be a propeller member, and it may possibly be ducted.
  • the aircraft has a power plant 30 for driving the main rotors 12 and for delivering the required power to the propulsion members.
  • the power plant 30 may include engines 31 and 32 driving an interconnection system 40 setting the main rotors into rotation.
  • the interconnection system 40 then provides a continuous connection between said power plant 30 and said rotary wing 10 , i.e. other than in the event of an accidental or simulated failure.
  • the interconnection system 40 may comprise a mechanical assembly having a front main gearbox driving a mast of the front main rotor, a rear main gearbox driving a mast of the rear main rotor, and at least one shaft connecting the front gearbox to the rear gearbox, and also drive trains 103 and 104 connecting this assembly to each of the engines of the power plant 30 .
  • the power plant thus delivers the required power to each propulsion member.
  • the interconnection system 40 drives the propeller type propulsion members 21 and 22 via mechanical connections 101 and 102 .
  • the power plant co-operates directly with the propulsion members. Furthermore, it is possible to envisage an engine-propulsion member acting both as an engine for driving the interconnection system and as a propulsion member.
  • the aircraft includes inhibition means 60 for inhibiting each propulsion member in order to stop the propulsion member on the ground or in flight without stopping rotation of the main rotors.
  • the inhibition means 60 may comprise respective clutches 62 and 63 between each of the propulsion members and the power plant, and control means 61 controlling the clutches 62 and 63 in order to separate the propulsion members from the power plant.
  • the clutch is also associated with means for blocking the mechanical connection so as to avoid the clutch slipping.
  • the inhibition means may also include means for adjusting the angle of incidence of the blades of a propeller propulsion member, e.g. for the purpose of adjusting this angle of incidence to a zero pitch in order to reduce the amount of energy consumed by the propeller.
  • the inhibition means may comprise:
  • a second device enabling the propulsion member to be stopped, in particular on the ground, without causing the rotary wing to be stopped.
  • the aircraft has adjustment means 70 for adjusting a speed of rotation ⁇ of said main rotors in order to maintain the speed of rotation ⁇ of each main rotor equal to a first speed of rotation ⁇ 1 up to a first on-path air speed V1 of the aircraft 1 , and subsequently reduce this speed of rotation ⁇ 2 progressively with a predetermined linear relationship as a function of the on-path air speed of said hybrid helicopter.
  • the regulation means may comprise a processor unit suitable for controlling the members for controlling the pitch of the blades of the main rotors.
  • the aircraft 1 may include a fixed wing 80 arranged in the central portion 4 .
  • the fixed wing may include a wing having control surfaces 83 co-operating with piloting means 84 suitable for being operated by a pilot, for example.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Toys (AREA)
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  • Control Of Turbines (AREA)
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US13/592,772 2011-09-12 2012-08-23 Fast, long-range aircraft Expired - Fee Related US8915464B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1102741 2011-09-12
FR1102741A FR2979900B1 (fr) 2011-09-12 2011-09-12 Aeronef rapide a grande distance franchissable

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US20140034774A1 US20140034774A1 (en) 2014-02-06
US8915464B2 true US8915464B2 (en) 2014-12-23

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EP (1) EP2567893B1 (ru)
FR (1) FR2979900B1 (ru)
RU (1) RU2520843C2 (ru)

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US10252797B2 (en) 2016-09-08 2019-04-09 General Electric Company Tiltrotor propulsion system for an aircraft
US10384773B2 (en) 2016-09-08 2019-08-20 General Electric Company Tiltrotor propulsion system for an aircraft
US10384774B2 (en) 2016-09-08 2019-08-20 General Electric Company Tiltrotor propulsion system for an aircraft
US10392106B2 (en) 2016-09-08 2019-08-27 General Electric Company Tiltrotor propulsion system for an aircraft
US10737797B2 (en) 2017-07-21 2020-08-11 General Electric Company Vertical takeoff and landing aircraft
US11352900B2 (en) 2019-05-14 2022-06-07 Pratt & Whitney Canada Corp. Method and system for operating a rotorcraft engine

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US10046853B2 (en) 2014-08-19 2018-08-14 Aergility LLC Hybrid gyrodyne aircraft employing a managed autorotation flight control system
WO2016054209A1 (en) 2014-10-01 2016-04-07 Sikorsky Aircraft Corporation Dual rotor, rotary wing aircraft
WO2016053408A1 (en) 2014-10-01 2016-04-07 Sikorsky Aircraft Corporation Acoustic signature variation of aircraft utilizing a clutch
EP3218261A4 (en) * 2014-11-12 2018-07-18 Sikorsky Aircraft Corporation High-authority yaw control for a tandem vehicle with rigid rotors
JP6352832B2 (ja) * 2015-02-25 2018-07-04 富士フイルム株式会社 投写用光学系および投写型表示装置
RU2598105C1 (ru) * 2015-08-28 2016-09-20 Дмитрий Сергеевич Дуров Многовинтовой беспилотный скоростной вертолет
RU2601470C1 (ru) * 2015-09-09 2016-11-10 Дмитрий Сергеевич Дуров Беспилотный преобразуемый скоростной вертолет
RU2609856C1 (ru) * 2015-12-30 2017-02-06 Дмитрий Сергеевич Дуров Скоростной преобразуемый винтокрыл
RU2610326C1 (ru) * 2016-01-20 2017-02-09 Дмитрий Сергеевич Дуров Скоростной комбинированный винтокрыл
RU2611480C1 (ru) * 2016-01-26 2017-02-22 Дмитрий Сергеевич Дуров Многовинтовой беспилотный винтокрыл
RU2608122C1 (ru) * 2016-02-17 2017-01-13 Дмитрий Сергеевич Дуров Тяжелый скоростной винтокрыл
CN105711827A (zh) * 2016-03-23 2016-06-29 刘海涛 油电混合动力多旋翼飞行器
CN107765346A (zh) * 2017-11-03 2018-03-06 河北科技大学 一种用于气象环境测量的八旋翼飞行器
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CN112429197A (zh) * 2020-11-26 2021-03-02 广东国士健科技发展有限公司 一种平拍翼低空飞行器
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RU2520843C2 (ru) 2014-06-27
US20140034774A1 (en) 2014-02-06
FR2979900B1 (fr) 2013-08-30
RU2012136865A (ru) 2014-03-10
EP2567893A1 (fr) 2013-03-13
FR2979900A1 (fr) 2013-03-15

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